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I wouldn't commute to sit SC on the 777. SC reserve on the 777 pays the same as a 90 hour group 2 FO line. Commuting to sit SC G2 captain is about $50k/yr more than a 90 hour FO line.

Looking at the pbs awards for LGA, long call seems to go junior on the 777. For PHL it’s solidly SC for the 330 at the bottom. Is this solely a commuter thing? More 777 FO’s live in base in NYC than PHL 330 FO’s, or is there something else to it?

Quote:

Originally Posted by mainlineAF (Post 2728906)

If people wanted to wait for holidays and vacation they could have bid off on the March bid. We bid for vacation in January and you bid for the seat you’re currently occupying. Or at least that’s what i thought.

Why would you jump off an airplane 2 months before it’s going to be parked? No seat lock if you get displaced. That doesn’t make any sense.

Plus, look at last June bid. Group 2 captain dropped 400.

I just think the Holliday’s are a bit of a psychological barrier, once padt them, more people will bid. Additionally, there are people who think the company could decide to screw them over by training earlier (in December). This bid is entered after the holidays, that makes it feel safer to bid.

Just guessing, I hope Im wrong by the way, my seniority is in the range of most of your guesses, so...

Quote:

Originally Posted by viper548 (Post 2729018)

I wouldn't commute to sit SC on the 777. SC reserve on the 777 pays the same as a 90 hour group 2 FO line. Commuting to sit SC G2 captain is about $50k/yr more than a 90 hour G2 FO line.

.... And a 90hr G4 FO ≈ 73hr G2 CA

Quote:

Originally Posted by RhinoBallAuto (Post 2729123)

.... And a 90hr G4 FO ≈ 73hr G2 CA

Which is why a lot of commuters choose G4 FO vs G2 rsv. Even non commuting G4 FO's choose G2 CA. The choice is a fairly decent G4 FO schedule vs working less, but more uncertainty and hassle, as a G2 CA on reserve.

Quote:

Originally Posted by mainlineAF (Post 2728906)

They wouldn’t bid off. I’m saying the next bid might be one month only? However it could also then include the MD80 displacements. Many MD80 pilots are senior to a lot. So now would be the time for pilots junior to them to bid the group 4 who didn’t and haven’t previously.

Once the 80 gets parked it could be a little stagnant for a few bids. I.e look at ORD with the MD80 then 767 then STL closure then 777 finally biting it. This bid might finally see some movement there but when you start retiring planes out of a base it’s a wild guess. Some may bid over now before those 80s park let alone 767 eventual closure in dfw too.

I could see a lot of guys getting group 4 FO in DFW on this bid, flying it for the summer, then getting displaced out in the fall when the -80 guys get their displacement bid. Some of those guys will probably get a few months off waiting for training.

Quote:

Originally Posted by viper548 (Post 2729291)

Maybe, but what is AA’s angle? Is it cheaper to run fat on Group IV FOs or spend the money to retrain all the junior guys on something else?

Quote:

Originally Posted by Surprise (Post 2729350)

Maybe, but what is AA’s angle? Is it cheaper to run fat on Group IV FOs or spend the money to retrain all the junior guys on something else?

That's a good question. I don't think there is an economical way to take 26 planes off line at once. If I were making the decisions I'd wind them down instead of having 350 pilots needing training all at once.

I should add, not that AA always makes sound business decisions. 🙄